The Maritime Executive
Corvus Energy will provide newly-designed lithium-ion energy storage systems for a hybrid rubber-tired gantry crane (RTG) designed by CCCC Shanghai Equipment Engineering.
The new solution, being taken up by Shanghai Zhenhua Heavy Industry, the world’s largest port crane manufacturer, is a smaller, ultra high power, liquid cooled system designed specifically to meet the RTG power requirements more cost effectively.
The first order is destined for Shanghai International Port Group and will be installed in Yidong Terminal, Shanghai.
Unlike conventional diesel electric port cranes, the CCCC hybrid version is powered primarily from the Corvus system resulting in fuel savings of up to 65 percent, says Corvus, with the added benefits of reduced operating costs with less greenhouse gas emissions and lower noise levels at the terminal.
Corvus makes industrial-grade lithium ion batteries that are used for making hybrid and electric ships, offshore drill rigs and port equipment. These batteries are combined into the diesel-electric drive trains of these industrial vehicles. The benefits are similar to the Prius and Tesla cars, (i.e. lower fuel consumption and emissions, better responsiveness and lower maintenance costs), but on a much larger scale because the industrial equipment has greater energy demands and generally work around the clock.
Gantry cranes are typically inefficient, running a diesel genset at full RPMs regardless of how much work they are actually doing. Therefore, during waiting, or low activity periods, a lot of fuel is wasted, says Corvus spokesman Sean Puchalski.
“Also, when they lower the containers, the electric motors spin backwards and generate energy. In a typical crane, this energy is wasted into heat by running it through a large resistor bank. The heat dissipates into the environment.
“Adding the battery helps in two ways: 1) it allows a smaller diesel engine to be installed, which saves fuel; and 2) the battery collects the energy from container lowering, for re-use, instead of wasting it. This improves fuel consumption.”
In addition to battery hybridization, some gantry cranes are being connected to the electrical grid to get completely off diesel gensets. This results in very good fuel cost improvements and also emission reductions, says Puchalski. However, this approach requires a large capital outlay for the electrical distribution and also reduces the mobility of the cranes.
The same types of technology are deployable around the globe. However, there are three main factors spurring the adoption of batteries in port equipment: 1) higher fuel prices; 2) busier ports; and 3) concerns about climate issues. These factors are strongest in China, Northern Europe and California at the moment, and this is where we will see the greatest early adoption, says Puchalski.
Stenersen’s hybrid chemical tankers will feature energy storage solutions from WE Tech and Corvus
Norwegian ship owner Rederiet Stenersen is building what are claimed to be the first tankers to feature hybrid electric propulsion, with WE Tech and Corvus Energy set to deliver the energy storage solution.
The owner is building two 17,500dwt chemical tankers (with an option for two more) at Taizhou Kouan Shipbuilding Co in China. The vessels will employ a direct drive permanent magnet shaft generator and an energy storage solution from WE Tech. Power generated through the shaft or supplied from shore connections will be converted to electricity and stored in a Corvus Orca Energy lithium-ion battery pack.
“As far as we are aware, Stenersen is the first company to have installed such equipment on this type of vessels,” said John Stenersen, director ship management, Rederiet Stenersen.
Stenersen noted that WE Tech’s Energy Storage Solution can be used as a spinning reserve to avoid black-out and to decrease the usage of generators on low load during manoeuvring. It can also be used for peak shaving, eliminating the need to start additional generator sets for short increase in loads and ensuring optimal running condition for online generator sets.
“Both situations create us savings from reduced generator running hours,” Stenersen added.
Halvard Hauso, senior vice president business development, Corvus Energy said: “This latest order from WE Tech Solutions shows the viability of energy storage for the hybridization of longer-haul vessels. As the cost of lithium ion batteries continues to improve we will see more and more applications beyond the traditional ferry and tug base.”
The first vessel, newbuild TK1201, is due for delivery in the first quarter of 2018. Steel cutting began on 10 November 2016. The WE Tech and Corvus equipment will be delivered in the second quarter of this year.
– See more at: http://www.motorship.com/news101/engines-and-propulsion/we-tech-and-corvus-for-stenersen-hybrid-tanker#sthash.pYVbodTv.dpuf
Seaspan Swift and Seaspan Reliant expected to reduce emissions by up to 20 per cent
By Deborah Wilson, CBC News
Cargo coming to Vancouver Island will soon have a lighter carbon footprint, according to the Richmond, B.C. company that supplied the battery system for North America’s first hybrid LNG and electricity powered cargo ferries.
The Seaspan Swift, which was delivered this month, will operate between the mainland and Vancouver Island. A second ferry, the Seaspan Reliant, is due for delivery in early 2017.
The battery systems for the two vessels will provide backup power and are expected to cut fuel costs and emissions by 15 to 20 per cent.
Seaspan says it delivers 50 per cent of all cargo transported to Vancouver Island.
Richmond-based Corvus Energy provided the large lithium-ion battery system for the ferry.
Sean Puchalski, a vice president with Corvus Energy, told On the Island host Gregor Craigie that the conventional way of ensuring backup power is to have a second generator running all the time.
“Essentially, the ferry has LNG generators for its main propulsion and then it also has what most people would consider a rather large battery bank that serves mostly in this case as a spinning reserve,” Puchalski said.
“It helps to save fuel and therefore emissions and helps to make the vessel safer by providing backup power if necessary.”
Battery-only ferries in Europe
Hybrid ferries with a battery storage component are becoming more numerous in Europe, Puchalski said.
“There are some battery-only ferries now in Europe but it’s still a new thing, even over there.”
B.C. Ferry Services is also looking towards hybrid technology for its upcoming purchase of new smaller ferries, spokesperson Deborah Marshall said.
BC Ferries seeks hybrid proposals
“We will be looking for a hybrid solution for our new minor class vessels,” Marshall said.
B.C. Ferries plans to replace three minor vessels, the 43 year-old Nimpkish, the 58 year-old North Island Princess and the 52 year-old Howe Sound Queen.
Meanwhile, Marshall said, the first of BC Ferries’ new LNG-powered passenger vessels, the Salish Orca, is en route to the West Coast and passed through the Panama Canal on Sunday.
It is expected to arrive in B.C. in early January, replacing the 51-year-old Queen of Burnaby and providing service between Comox and Powell River.
Thu 17 Nov 2016 – Marine Propulsion – Corvus Energy and Saft have each gained approval for their energy storage units from the Norwegian Maritime Authority (NMA). Corvus said its Orca energy storage system had passed the NMA’s thermal runaway propagation testing, which was witnessed by class society DNV GL. This proves the safety of the storage unit for hybrid or fully electric propulsion systems.
The NMA requires tests to verify that when safety systems are deliberately defeated and thermal runaway of a battery module is induced by overcharging, the thermal runaway is limited to a single module and does not spread to other modules in the battery pack. Corvus demonstrated that Orca was designed with a higher level of fault tolerance by eliminating the possibility of thermal runaway spreading to neighbouring cells within a single module. Corvus executive vice president for sales and marketing Halvard Hauso said Orca had been installed on eight tugs so far. “Our batteries can reduce fuel consumption, can be for peak shaving on a vessel or can be used as back-up to the main propulsion,” he said.
The NMA also approved Saft’s Seanergy marine energy storage system for use in a variety of hybrid and fully electric propulsion applications. This involved thermal runaway tests on new lithium-ion super-phosphate batteries. These passed the test three times with no uncontrolled event and no fire or explosion, with nearby cells remaining in a safe condition and no propagation to neighbouring modules, without any active means of fire suppression.
Feadship Savannah has won the International Superyacht Society award for Best Power 65m+, giving this 83.50-meter custom motoryacht a clean sweep of all the top superyacht industry awards. This superb achievement is a testimony to the visionary owner and his partnership with Feadship and CGDesign in creating the world’s first hybrid motor-megayacht.
The ‘Best Power 65m+’ prize was awarded to Savannah and Feadship at the 26th edition of ISS’s Awards Gala in Fort Lauderdale. The victory was part of an excellent week for the yacht, which was the undoubted queen of the Fort Lauderdale Boat Show. Huge crowds gathered to gaze at her Sea Foam green coating (the largest object ever given a metallic paint livery) and awesome floating superstructure. And there were gasps of admiration too from the guests invited onboard to see Savannah’s extraordinary interior, including her famous semi-submerged Nemo room.
The week in Fort Lauderdale topped off a great year for Savannah, which had previously taken home prestigious Show Boats Design Awards for ‘best exterior’ and ‘best interior’ as well as the ‘holistic award’. Also in the trophy cabinet is the Neptune prize for the World Superyacht Award in her category and, of course, the World Superyacht ‘Motoryacht of the Year’ award.
“Over a thousand specialists were involved in her creation and the phenomenal final result proves that Feadship’s willingness to venture into uncharted waters with adventurous owners always pays dividends. With her hybrid propulsion system offering fuel savings of up to 30%, Savannah is a winner in every respect.” comments Henk de Vries.
Posted by Michelle Howard October 10, 2016
ACEL AS of Norway has ordered an Orca Energy, Energy Storage System (ESS) from Corvus Energy to begin integration testing for uses across multiple maritime applications. Orca Energy is part of the next generation Orca ESS product line from Corvus which is specifically designed for maritime use.
The ACEL Group consists of several companies with strong electrical expertise and professional resources in the field of offshore platform service vessels, including new builds, servicing and conversions. Utilizing Corvus Energy’s Orca ESS solution for the power and propulsion systems will improve efficiency, reduce the exhaust emissions and lower maintenance and capital costs of these vessels.
“We are thrilled to be working with fellow Norwegian organization ACEL and have them as one of our early customers for the new, advanced Orca Energy ESS.” said Roger Rosvold, Norwegian-based sales manager for Corvus. “ACEL is a leading global integrator of systems for the merchant, naval and offshore marine markets and Corvus looks forward to working with them to integrate Orca ESS solutions into their projects.”
“ACEL selected Corvus based on their innovative leadership in the marine ESS market which is proven by the performance capabilities, safety and design of their new Orca ESS,” said Hans-Tore Jenssen, Department Manager Power System, ACEL. “We look forward to utilizing the Orca ESS to add significant value to our marine projects well into the future.”
As the leading manufacturer of energy storage systems for maritime applications, Corvus designed and built the Orca ESS solutions portfolio based on the experience from 50+ projects utilizing a Corvus ESS, totaling over 35MWh and 1 million operating hours. Rather than a single product, the Orca ESS product line delivers a range of products which are designed to meet the needs of various marine customers. Orca Energy is ideal for applications that require large amounts of energy such as ferries and merchant vessels, while Orca Power has been designed for applications that require a seamless response to dynamic power loads such as offshore supply vessels and port equipment.
Offshore Support Journal: Thursday 06 Oct 2016
Norwegian offshore vessel owner Østensjø Rederi recently took delivery of the offshore construction vessel Edda Freya, which has a hybrid diesel-electric system powered in part by a lithium-ion battery
Intended for operation in the greater North Sea market and utilising an environmentally friendly, fuel-saving diesel-electric hybrid propulsion system from Corvus, Edda Freya was designed with a focus on cablelaying operations, offshore construction and inspection, and maintenance and repair (IMR) operations. Having entered service, Edda Freya first went to work under the terms of a long-term contract with DeepOcean.
In addition to the hybrid battery system Edda Freya’s environmentally friendly credentials are enhanced by the adoption of Siemens’ BlueDrive PlusC concept, which was implemented by Siemens in co-operation with Østensjø Rederi. By using variable rotational speed with optimal operation of the diesel generators in combination with the Corvus ESS, the system will significantly reduce fuel consumption and the emissions of nitrogen oxides (NOx) and greenhouse gases (CO2 and methane). The use of selective catalytic reduction systems further reduces emissions.
Also designed with a focus on excellent manoeuvrability and stationkeeping, the vessel has a vertical lay system (VLS) tower, skidding system for modules on the main deck, a launch and recovery system (LARS) for handling work-class and observation-class remotely operated vehicles (ROVs) and two moonpools for ROV operations. The vessel has 2,300m2 of deck space and is equipped with a 150-tonne dual tensioner VLS located over the moonpool, a 3,000-tonne carousel below deck and a 400-tonne active heave compensated knuckleboom main crane that can lift 600 tonnes in double-fall mode. The vessel’s accommodation capacity is 140 people.
Edda Freya is a dynamic positioning class 3 (DP3) unit of SALT 304 design from Salt Ship Design in Norway and was launched by builder Kleven Verft on 15 August 2015. The vessel was delivered in February 2016 and went straight into the long-term contract with DeepOcean on delivery. DeepOcean had already secured work for the new vessel prior to its delivery on a project with Statoil and Wintershall. This particular project saw Edda Freya selected to install a riser for Statoil’s Kristin and Heidrun platforms in preparation for a possible tieback from Wintershall’s Maria development.
Typical of the projects that the high spec, environmentally friendly unit can undertake is one awarded to DeepOcean Group Holding earlier this year for the provision of engineering, procurement, removal and disposal of the Varg subsea facilities. Awarded to DeepOcean by Repsol, the scope of work to be undertaken usingEdda Freya includes subsea pre-decommissioning survey, recovery of floating production, storage and offloading mooring lines, anchor piles, risers, midwater-arch buoy and subsea structures as well as onshore disposal and recycling of the recovered items. DeepOcean’s commercial director for subsea services in the Greater North Sea, Rolf Ivar Sørdal, noted that Edda Freya was specifically designed to carry out multiple subsea operations and hence provided a cost-efficient asset to carry out the project.
Edda Freya is one of a number of vessels the Norwegian owner has decided to re-register, moving the vessel away from the Norwegian Ordinary Ship Register (NOR). Edda Freya, Edda Fauna, Edda Flora, Edda Fonn and Edda Ferd are all moving to the Norwegian International Ship Register (NIS). NIS differs from NOR in that it enables employment of foreign seafarers and wage levels established through collective wage agreements. Using NIS will reduce the company’s cost base but will mean Norwegian employees lose their jobs, although fewer Norwegian jobs will be lost than opting for a foreign flag. Several construction vessels have already reflagged to NIS in recent years.
|Designer||Salt Ship Design|
|Main crane||600 tonnes|
|Carousel storage||3,000 tonnes|
|Class||DNV+ 1A1, SF, E0, ICE-1C, DYNPOS-AUTR (DP3), CLEAN DESIGN, DK(+), COMF-C(3)-V(3), NAUT OSV(A)-ICS, HELDK-SH(CAA-N), BIS, TMON, CRANE, PMS, ISM|
Richmond battery maker doubled its revenue between fiscal 2015 and 2016, topping BIV’s list of fastest-growing companies
By Nelson Bennett Aug. 25, 2016, Business in Vancouver
Given the exuberance around Tesla electric cars, it might have been tempting for a new clean-tech company specializing in rechargeable lithium-ion batteries to try to crack the electric vehicle market.
But from the outset, Corvus Energy focused primarily on marine applications – ferries and ships.
The Richmond-based company’s recent growth figures vindicate that focus. In just seven years, it has come to dominate the market for lithium-ion batteries for the marine sector, particularly in northern Europe, where more and more ferries and ships are running either partially or entirely on battery power.
“We’ve got the largest install base, by far, in marine – something approaching 70% of the installed base in the marine and offshore world is Corvus,” said Corvus CEO Andrew Morden.
Corvus tops this year’s Business in Vancouver list of fastest-growing companies. Over a five-year period, the company’s revenue has grown from $123,917 in 2011 to $6 million in 2015. Its revenues doubled from $6 million in fiscal 2015 to $11.5 million in fiscal 2016.
Founded in 2009, the company focused on developing batteries that could withstand the wet, corrosive environment of the ocean. Some of the original founders have since left to start a rival company, and the two companies are now involved in a legal dispute.
“They have started a competing entity and we are actually litigating against that entity,” Morden said. “Our view is that they’ve copied a material amount of our intellectual property.”
In 2011, Corvus received $582,467 from Sustainable Development Technology Canada (SDTC) for a hybrid electric ferry demonstration project in Norway. The SDTC funding helped leverage another $1.1 million in private funding and attract two large corporate investors.
Since then, it has come to dominate the marine market.
“We consider the project to be one of our success stories because it’s an elegant yet robust and versatile solution, especially for the incredible demands of the marine environment,” said SDTC public affairs manager Gillian Cartwright.
One of the keys to Corvus’ success was being first to market.
“The value proposition for the use of lithium ion batteries is compelling for the marine and offshore industry,” Morden said. “That market is a relatively big market. We were first to market. We were able to get market traction and, as there’s been more and more adoption, we’ve been able to ride that wave up.”
Corvus’ largest shareholder is the Oslo shipping giant BW Group. The second-largest investor is the venture arm of Statoil ASA (NYSE:STO), Norway’s national oil company.
Although the marine market is the mainstay of Corvus’ business, it has also supplied lithium-ion batteries for a number of other transportation sectors, including trains, trucks and submarines.
Morden describes his company’s approach to markets as “hourglass shaped.” It started out providing batteries for a variety of markets, narrowed in on the marine sector, mostly in Northern Europe, and is now branching out again to other “verticals” and geographic markets – notably China.
“We’ve just released our next generation of the product, which is a material change in the technology and in the thinking around the technology, and that’s expanded our horizons,” Morden said. “So now we are much more active in pursuing new verticals.”
That new generation of batteries is the Orca ESS platform, with two main product lines. One produces more power and can recharge faster, while the other can store more energy.
One Chinese port is now using Corvus batteries instead of diesel generators to power gantry cranes, and Morden said there is a big potential market for energy storage in offshore wind farms.
A number of pilot projects have also used Corvus batteries to power trains and light-rail systems.
Northern Europe – particularly Norway – has been Corvus’ most important market. Northern European countries not only have a lot of ferry traffic, due to their geography, but they also have a lot of hydro power, so it makes a lot of sense to power ferries with rechargeable batteries. Norway is such an important market that Corvus has opened an office there.
Although there has been less uptake in Canada, one company that has become a Corvus customer is Seaspan Ferries Corp., which is using Corvus batteries in two new ferries under construction that will run on liquefied natural gas and battery power.
As for the company’s head count, it has actually fallen – from a peak of 70 down to 45 – as it has moved from demonstration to commercialization.
“One of the tricks for us is to grow our revenue without growing our head count,” Morden said. “It’s more about having the right people in the right place.”
Grovfjord Mek. Verksted AS (GMV) has selected Corvus Energy as the supplier of the lithium ion based energy storage system (ESS) for a fish farm support vessel called GMV ZERO. GMV will utilize Corvus’ next generation Orca Energy ESS to support the vessel’s entire energy requirements for zero emission fish farm operation.
Orca Energy is part of the recently announced Orca ESS product line from Corvus which is specifically designed for maritime applications. “Our teams take great pride in the fact that our products are being applied to projects such as this one, with the goal of zero emission operations”, said Roger Rosvold, Sales Manager at Corvus. “In the past, there was a trade off between financial feasibility and environmental responsibility. That is no longer the case with the Orca ESS product line.” In addition to its compelling total cost of installation and the purpose built performance characteristics, the Orca product line also includes significant safety innovations. One such innovation is cell-level thermal runaway isolation which does not require an active cooling technique, such as liquid cooling, for it to be effective. With numerous leading innovations, Orca ESS is quickly becoming the industry’s safest & highest performing maritime ESS solution.
“As a result of an extensive evaluation, GMV selected Corvus’ Orca Energy ESS due to its ability to not only meet, but exceed all performance, safety and financial requirements”, said Arnold Hansen, GMV. “Beyond the incredible benefits of Orca ESS, GMV wanted a partner with extensive marine ESS experience, a global support team, and deep technical knowledge. Corvus is that partner.”
As the leading manufacturer of energy storage systems for maritime applications, Corvus designed and built the Orca ESS solutions portfolio based on the experience from 50+ vessels utilizing a Corvus ESS, totaling over 35MWh and 1 million operating hours. Rather than a single product, the Orca ESS product line delivers a range of products which are designed to meet the needs of various marine customers. Orca Energy is ideal for applications that require large amounts of energy such as ferries and merchant vessels, while Orca Power has been designed for applications that require a seamless response to dynamic power loads such as offshore supply vessels and port equipment.